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These dont really fit the in R/C thread and the Aviation thread in ask/tell is more for commercial pilots. Aircraft are really really expensive. But it doesnt have to be that way. I have been flying light aircraft on and off for about 15 years now. Far more off time than on time unfortunately due to my previous statement. After getting my Private lisence (scholarship) I rented the odd plane when I had the money which was essentially never. After a couple years of that and feeling less and less safe each time I rented a plane I eventually gave up on even that. My Uncles had been flying various ultralights and having a hell of a good time with them for a fraction of what it would have cost them to rent. So now that I have the storage space I decided it was time to get one. Enter the Ultraflight Lazair series III http://en.wikipedia.org/wiki/Ultraflight_Lazair  They made quite a few of them and there are still alot around. This picture was taken at the Ultralight pilots association of Canada's annual fly-in. It was the 25th anniversary of the Lazair.   $4200 later and a $110 registration fee and I am the proud new owner of a 30 year old flying lawn chair. So right now I am back to renting planes while I wait for the weather to improve for the Lazair. Should have it flying in May I'll try to take lots of pictures and video. So that is my story. Time for some information. Small aircraft in North America There are three distinct groups of very light aircraft Conventional aircraft  Trikes (powered hang gliders)  Powered parachutes  Or  I am in Canada so I will start here. We have two different kinds of ultralights. Borrowed this from Upac.ca In order from simple and cheap to fancy and ruinously expensive. Basic Ultralights Ultralight - Single Place Call Letters - C-Ixxx Weight Limits - 165 kg (363 lbs) launch weight (includes the weight of fuel and oil but not pilot) Government Standard - weight and wing loading limits Construction By - owner Aircraft Modifications - owner permitted to make modifications Maintenance - as needed, by owner Minimum Pilot Permit/License - Pilot Permit - Ultralight Aeroplane Ultralight - two place Call Letters - C-Ixxx Weight Limits - 195 kg (429 lbs) launch weight (includes weight of full fuel and oil but not occupants) Government Standard - weight and wing loading limits Construction By - owner Aircraft Modifications - owner permitted to make modifications Maintenance - as needed, by owner Minimum Pilot Permit/License - Pilot Permit - Ultralight Aeroplane. Passenger Carrying - not permitted. Two pilots may fly together in an ultralight. Ultralight - single or two place Call Letters - C-Ixxx Weight Limits - 544 kg (1200 lbs) maximum takeoff weight Government Standard - weight and stall speed plus a useful load limit. (See the AULA Strategy on Transport Canada's Recreational Aviation web page.) Construction By - owner Aircraft Modifications - owner permitted to make modifications Maintenance - as needed, by owner Minimum Pilot Permit/License - Pilot Permit - Ultralight Aeroplane Passenger Carrying - not permitted. Two pilots may fly together in an ultralight Advanced Ultralight With the introduction of the new Canadian Aviation Regulations (CARs), this class of ultralight will be a class of the "I" registered Ultralight category. Call Letters - C-Ixxx (It is proposed that older registered AULAs will keep the C-Fxxx or C-Gxxx registration until it is re-registered by a new owner.) Weight Limits - 480 kg (1058 lbs) gross weight plus float allowance Government Standard - TP10141 Construction By - Manufacturer, or by owner from manufacturer's kit Aircraft Modifications - with pre-approval of manufacturer only Maintenance - by owner, who must follow manufacturer's maintenance schedule Minimum Pilot's Permit/License - Pilot Permit - Ultralight Aeroplane Passenger Carrying - Permitted only if pilot holds a Recreational Pilot Permit or higher licence. Two pilots may fly together in an advanced ultralight. Amateur-Built(also called home built or experimental) Call Letters - C-Fxxx or C-Gxxx Weight Limits - 4000 lbs gross weight Government Standard - T51-13-549E Construction By - owner (aircraft must by at least 51% built by owner, and have 2 inspections before flight) Aircraft Modifications - owner permitted to make modifications Maintenance - by owner, entered in an aircraft log book, annual activity report submitted to Transport Canada. Minimum Pilot Permit/License - Recreational Pilot Permit. However, if the aircraft meets the new definition of ultralight, it can be flown by an ultralight pilot, but not with a passenger. Passenger Carrying - Permitted with Recreational Pilot Permit or higher license. Certified Call Letters - C-Fxxx or C-Gxxx Weight Limits - no limit Government Standard - Type Certificate Construction By - Manufacturer Aircraft Modifications - STC approved only, by Transport Canada Licensed Aircraft Maintenance Engineer (AME). Maintenance - AME. Annual inspection and current Certificate of Airworthiness required Minimum Pilot Permit/License - Recreational Pilot Permit. However, if the aircraft meets the new definition of ultralight, it can be flown by an ultralight pilot, but not with a passenger. Passenger Carrying - Permitted with a Recreatinal Pilot Permit or higher license. USA USA USA You guys handle things a bit differently. The ultralight category is covered by FAR 103 and if you are in that category there are basically no regulations. Borrowed from EAA.org Part 103 defines an ultralight as: 1-seat Less than 254 pounds max. empty weight (powered) 155 pounds max empty weight (unpowered) 5 gallons max. fuel capacity 55 knots max. full power speed 24 knots max power off stall speed If the aircraft has more than 1-seat or exceeds any of the above criteria, is not an ultralight, and not eligible for operation under Part 103. Next step up is Light sport aircraft Light-Sport Aircraft: The FAA defines a light-sport aircraft as an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following: Maximum gross takeoff weight—1,320 lbs, or 1,430 lbs for seaplanes. Maximum stall speed—51 mph (45 knots) CAS Maximum speed in level flight with maximum continuous power (Vh)—138 mph (120 knots) CAS Single or two-seat aircraft only Single, reciprocating engine (if powered), including rotary or diesel engines Fixed or ground-adjustable propeller Unpressurized cabin Fixed landing gear, except for an aircraft intended for operation on water or a glider Can be manufactured and sold ready-to-fly under a new Special Light-Sport aircraft certification category. Aircraft must meet industry consensus standards. Aircraft under this certification may be used for sport and recreation, flight training, and aircraft rental. Can be licensed Experimental Light-Sport Aircraft (E-LSA) if kit- or plans-built. Aircraft under this certification may be used only for sport and recreation and flight instruction for the owner of the aircraft. Can be licensed Experimental Light-Sport Aircraft (E-LSA) if the aircraft has previously been operated as an ultralight but does not meet the FAR Part 103 definition of an ultralight vehicle. These aircraft must be transitioned to E-LSA category no later than January 31, 2008. Will have FAA registration—N-number. Aircraft category and class includes: Airplane (Land/Sea), Gyroplane, Airship, Balloon, Weight-Shift-Control ("Trike" Land/Sea), Glider, and Powered Parachute. U.S. or foreign manufacture of light-sport aircraft is authorized. Aircraft with a standard airworthiness certificate that meet above specifications may be flown by sport pilots. However, the aircraft must remain in standard category and cannot be changed to light-sport aircraft category. Holders of a sport pilot certificate may fly an aircraft with a standard airworthiness certificate if it meets the definition of a light-sport aircraft. May be operated at night if the aircraft is equipped per FAR 91.205, if such operations are allowed by the aircraft's operating limitations and the pilot holds at least a Private Pilot certificate and a minimum of a third-class medical. There are also amatuer built and certified aircraft is the states of course but I know very little about them. Basic ultralights in Canada tend to be in the $3000-30000 price range. Advanced ultralights tend to start around $20000 and go up from there. Links http://www.upac.ca/ Ultralight pilots association of Canada http://www.copanational.org/ Canadian owners and pilots association http://eaa.org/ Experimental aircraft association http://www.aopa.org/ Aircraft owners and pilots association helno fucked around with this message at 22:24 on May 23, 2017 |
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Mar 28, 2012 01:34
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antininja posted:Nice thread. Yeah that is true but it has a rather serious caveat. If you have ever been denied a medical you cannot use your drivers lisence. So what this means is that if you are in good health and the doctor finds something wrong you are hosed. If you can sweep it under the rug before your medical and then abandon your medical you can use your drivers lisence to fly light sport aircraft. In Canada the way this is handled is via the class 4 medical which is self declared. Apparently our doctors are much less anal than those in the states. I have been told that if you cant get approved for a class 3 medical you should probably not be driving.
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Mar 28, 2012 22:39
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I am young and healthy (which puts me in the minority of ultralight pilots) so I just keep my Cat 3 up and rent a 150 once in a while to keep things up while I wait for the spring. While I wait for warmer weather I have been busy doing a few updates/repairs. First off I cleaned up the exhausts and gave the engines a good looking over.   These engines are made by Rotax and are used in portable firefighting pumps. You cant get parts for it right from Rotax for the most part but if you dont tell wildfire what it will be used for they will generally sell you them at a huge firefighting markup. http://www.wildfire-env.com/eng/products/waterax/waterax.php?p=1 The next thing I tackled was the instrument panel. Back in the day the instrument panel consisted of one of these stuck on somewhere in the breeze. https://www.hallwindmeter.com/ My Uncle decided he wanted a bit more so he made up a little fibreglass pod with space for a pair of tiny-tachs and a cheap airspeed indicator and an altimiter. Under current laws in Canada ultralights are not allowed to fly in class E airspace without certain equipment onboard. Class E airspace has been expanded so much in the last 10 years that basically all of southern Ontario is covered by it so I needed a better altimeter to be able to fly there. The airspeed indicator was pretty useless. A plane that stalls at 20 mph and cruises at 30-40 mph is not well served by a meter that goes from 30-90 mph. So I made up a new panel (CNC routed plywood) and got me a fancy new ASI/ALT from MGL avionics. http://www.mglavionics.com/html/velocity.html#asx2 Here is the result.  The two switches in the top left are for the ignition. The center two switch between the dual batteries and control the strobe light (a transparent and slow moving plane is nearly impossible to spot). Next thing to do was fix my broken throttle lever. The fancy dual throttle quadrant was made by cutting two boat throttles and sticking them together. One of my Throttle knobs was broken off so I spent this morning designing a new one in soldiworks (not bad for my first try at solidworks). I am going to have a set 3d printed.  I will be in Europe for most of April but I should have this plane ready to go in May. helno fucked around with this message at 22:27 on May 23, 2017 |
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Mar 30, 2012 22:15
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I havent flown it yet. It has a pretty decent glide ratio (12:1) but with its slow speed you are not going to get very far. I'm hoping to take advantage of the ridge lift along lake Huron once I get some time under my belt. Apparently the single seat Lazairs are pretty docile single engine but do require alot of rudder. Depending on the pilots weight and the condition of the engines it is possible to maintain altitude and climb. From my Uncle the best bet is to treat it like a single engine plane. Always keep an eye out for a field to land in and kill the second engine to keep your workload down on the approach. It is possible to restart the engines in the air. Mine have had the decompressors removed so it takes alot of grunt to turn them over. The decompressors had a tendency to fail and get sucked into the cylinders destroying them in the process. The two seat Lazair is another story. It will actually decend faster one one engine than on no engines do to the drag caused by the rudders.
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Apr 1, 2012 03:31
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I'm surprised more people dont start off in planes like that. I guess they do if they fly C152's or DA20s. Got any idea how much one of them is worth?
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Apr 1, 2012 14:52
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That is not to bad of a price. The used market here is funny. Certified planes are cheap but expensive to own and ultralights are either dirt cheap or really expensive. Finished the panel. It is so packed with wires right now I could barely fit one of the batteries in to power it up. (the tiny tachs have 6 feet of fine coax and the ignition wires are about the same lenght.) helno fucked around with this message at 22:28 on May 23, 2017 |
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Apr 2, 2012 22:28
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I'd be more concerned with my engines working that high up. No mixture control on these so you are limited to a few thousand feet above where you take off. The GPS works great actually. I has a bunch of functions like barometeric vertical speed and glide ratio that I cant see any use for in a car. I have turned it on on airliners and it works just fine at 35000 feet. Here is a log from a few weeks ago in a Cessna 150.
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Apr 3, 2012 01:39
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Canadian ultralight laws are more realistic about weight. Up to 1230 lbs so long as it meets a simple useful load calculation and stalls at less than 45 mph. We also have no restrictions on things like retracts or twin engines. Hurry the hell up with buying your house. Hopefully you will make some progress on your Davis this summer.
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Apr 4, 2012 00:39
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It is a bridge I will have to cross when I get there. Luckily I live in a land of wide open fields and very predictable winds. With a plane this light a heavy or light pilot or the condition of the engines can really effect things like that. Some of the two seaters had an additional rudder surface added to increase the single engine performance.
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Apr 4, 2012 21:21
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Entone posted:sports pilot I take it that powered parachutes get classed as light sport aircraft down there. Are there any odd restrictions? Perhaps in a few years if more people get into this we will have to plan a "slow as gently caress" goonmeet.
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Apr 18, 2012 19:15
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I made some progress today. Got the plane unloaded at the field and installed the tail and instrument pod.     As you can see there is a slight cub infestation in this hanger. helno fucked around with this message at 22:32 on May 23, 2017 |
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May 6, 2012 02:00
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Got the wings on tonight with the help of another lazair owner. Just need to repair a stripped engine mount bolt and get all the little things attached and it will be ready.  
helno fucked around with this message at 22:33 on May 23, 2017 |
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May 10, 2012 03:26
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Depends on how much of a pain the rear end the engine mount repair is. Most of the options involve lifting the wing skin to replace the captive nut.
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May 11, 2012 00:48
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Well my uncle came up for the weekend and we got the engine mounts repaired. Ended up using solid rivets to hold the nutplates rather than the pop rivets originally used. Luckily the owner of the field is in the process of building an RV-6 and has an air hammer and an assortment of tips and bucking bars so it was pretty easy to do the rivetting. Everything else went back together smoothly and the engines fired right up with just a couple of pulls. I havent flown it yet but as advised I have spent about 1.5 hours taxing around and different speeds to seee just how it handles. It handles about as well as a backwards shopping cart if you are at the right speed and are abit ham fisted with the throttles. Unfortunatly at low speeds the only directional control is via differential trust and the natural reaction to throttle back the engines when you get a bit squirelly only makes things worse. Last night I was doing much better and was easily handling the transition to flying the tail speeds back down to a standstill and getting it turned around. Now I just need to wait for the winds to settle down or at least blow directly down the runway so I can get this plane in the air.
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May 21, 2012 23:09
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Ferris Bueller posted:One thing I found flying a Beech 18(tain dragging twin) that may help you is to stop a turn you need more power for less amount of time then you spent around the turn to kill that turning momentum. Ex. If I spent 10 seconds turning right with the left at idle and the right at 10% power, I might need 3-5 seconds of 20-25%ish power on the left with the right at idle to kill the turn and resume a straight taxi. Lots of throttle swapping in that thing. This thing had an H tail so the prop wash helped make the rudders effective, as well as differential brakes, so I don't know how helpful this is to you. I lubed the poo poo out of the throttle cables for the second day and found it much easier to manage. Differential brakes will come later once I get around to designing a braket and figureing out how to mount the discs. You are absolutly right about needing a larger amount of differential power for a shorter period to correct it. The lag in throttle response really makes this tough to get used to. Taxing this little bird is very humbling. I probably could have lined it up the first night and firewalled it and gotten off the ground just fine, as it handles like any other plane once in the air but the rollout would have been interesting. The winds today have calmed down so tonight would be perfect for that first flight if only the clouds and fog had no conspired against me. Here are a few pictures.  
helno fucked around with this message at 22:34 on May 23, 2017 |
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May 23, 2012 17:48
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Made my first flight tonight. Did a few touch and goes and a bit of sight seeing. Takes a while to get anywhere at 40 mph but lots of fun getting there. 1.2 hours and then got right back in for another 0.8.
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May 26, 2012 02:59
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I have put a few more hours on it but always in the last few hours before sunset so no thermals so far. The rear wheels tend to touch just as the mains due and the flair is pretty natural as that big wing enters ground effect. Flying along the runway with the wheels six inches from the ground is pretty easy even for me. Crosswinds can be pretty alarming if the wing lifts the upwind wing at all and landing with bank or crab is an invitation to dart to one side. I ordered some new carbon fiber props but just cant bring myself to drill the bolt holes in them, might have to get someone to make me a good jig so I can't possibly gently caress it up.  There is a fly-in breakfast tomorrow morning in the next town over so if the winds are calm enough I'll fly down and try to get some pictures. Another lazair owner might come out as well so we can get some in flight pictures. helno fucked around with this message at 22:36 on May 23, 2017 |
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Jun 9, 2012 21:22
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That is exactly what I plan to do. But I have nothing handy that will align the two. The new prop has a 10mm hole and the old one has a 3/4" hole on the backside. Shouldn't be to hard to make something up on a lathe to get things perfect. As promised here are a few pictures from the fly-in breakfast in Goderich hosted by http://www.copa45.com/ I left pretty early to beat the crowd. Goderich has two paved runways and a nice grass runway. Turns out my radio is basically unintelligable once my engines are running so I guess for now I am receive only. Took about 45 minutes to cover 25 miles due to the headwind but it was worth it.  Lots of different types of aircraft and noone was looking down there nose at the few ultralights that where there. I spent most of mt time talking to a guy with a Harmon rocket which was probably the fastest plane there. There was a long-ez which are pretty rare in canada. Plenty of Cessnas and cub like aircraft, a bunch of RV's.  Pete showed up in his explorer (its for sale if anyone is in the market) you might remember him helping to assemble my lazair. The old bluegrass player gets all the ladies it seems. 
helno fucked around with this message at 22:38 on May 23, 2017 |
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Jun 10, 2012 22:47
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St_Ides posted:I think I've actually seen your aircraft at the same airstrip in the first post. I'd like to hear more about professional ballooning if you have the time to write something up for us. Direct hourly cost is about $15/hr basically 10 litres per hour of regular automotive fuel and 4 ounces of amsoil two stroke oil. Recovering the wings and rebuilding the engines are another ongoing cost but not so much that I need to save money in a special account for them. My Lazair used to be based at Lubitz field when I uncle owned it, so you probably have seen it. He used to have a yellow one but it is pieces in a barn right now. Noone has been able to tell me who built mine only who restored it. The engines are supposed to last a long time if taken care of. They were originally used in fire fighting pumps that lived a very hard life so they are built pretty tough and are not as high strung as modern small two strokes. The UPAC convention is August 17, 18 and 19th you should come out and see whats out there. I have been there quite a few times and it will be nice to be able to do some flying there this year. Colonel K posted:Radio The tailwind helped out quite a bit and then I ended up dicking around the local wind farm so I was a bit longer coming home. My radio is a Dynon Dx15 handheld with a headset adapter. I can hear myself through the side channel but I think the engine noise is making things unintelligable.
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Jun 11, 2012 22:12
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Ola posted:Isn't that the Talon XP? Or do the names change as the companies go bankrupt and others take over? Anyway it's way up on my "aircraft to get if I don't get as horribly rich as planned" list. They do. This one is actually a Zepher II.
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Jun 12, 2012 20:50
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Finally got some video footage of the Lazair. A friend of mine came out and managed to get a bit of video. I'll have to get a bit closer next time. https://www.youtube.com/watch?v=-Z2KfmcsioQ
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Jun 16, 2012 03:10
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I hate to bump this thread again but I got a bit of time in a few new aircraft. Last year at the UPAC annual general meeting I won a draw for flight instruction from Lift-off aviation which is an ultralight pilots school. I used the gift certificate to get my Girlfriend a taste of why I like flying small planes and went up for a bit of practise myself. The plane is a Birdman Chinook which is a more typical ultralight than the Lazair.    This last weekend was the Canadian Owners and pilots associations convention and I spent all of saturday parking airplanes of all shapes and sizes from trikes all the way up to a DC-3. They were selling raffle tickets for a flight in a privately owned Lear 23 and I WON! So we took off and did a very fast low pass over the airport and headed to London Via Kincardine. At London I hopped in the right seat of the president of COPA's Piper Seneca and flew home.    
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Jun 24, 2012 19:20
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The Chinook does have strut mounted fuel tanks. It doesnt have a cross feed (at least this particular one doesnt) and we ran one tank right down and you would never have known. The Lear requires a two person crew so I got to hand fly it a bit on the way to London I was in the back most of the time.  It is very touchy in pitch and was a bit of a pain to get trimmed. We pegged the VSI on takeoff and it is +-5000 fpm.
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Jun 25, 2012 01:45
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The fuel burn was incredibly high on the Lear. 1000lbs per hour per engine but we were flying pretty low and slow (only 200 knots at 4500 feet). It is capable of cruising up at FL40 if you want to go far so I bet it has a pretty good climate control system. There really is no maintenence routine to the lazair. You can see every part of the airframe and control system during the walkaround anything that looks out of place you repair. The engines require periodic inspection for carbon build up but you can see if that is needed by removing two nuts and pulling off the exhaust header and looking directly into the cylinder. The crank bearings are replaced every 300 hours or so. The covering is another item that you just keep an eye on and replace when needed so I'll cross that bridge when I get there. A complete engine rebuild takes about an afternoon. Mine has less than 100 hours after being completely rebuilt (new cranks bearings seals pistons and cylinder sleeves) http://mypage.direct.ca/h/highland/Lazair/engine/engine.html What type of plane have you got and what kind of cost of ownership do you have?
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Jun 28, 2012 02:00
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Nerobro expressed it pretty well. The Lazair in particular has an incredibly low fatal accident rate despite being flown in large numbers by unlicensed pilots. This is entirely due to its very low stall speed. It is similar to the safety of a kit car vs a factory car. If you do it properly it is fine but if you try to cut corners it will bite you in the rear end.
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Jul 2, 2012 22:58
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Well I had a bit of a hiatus on flying while work was being done on my kitchen. I also took a bit of time to install the fancy new props and replace a recoil starter that was acting up.  The new props work great. I didn't have the GPS so I can't confirm an increase in climb rate but it sure felt alot faster. Edit. Flew with the GPS tonight. Getting about 350-380 ft/min now previously was around 250. helno fucked around with this message at 02:32 on Jul 15, 2012 |
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Jul 14, 2012 03:29
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This plane kind of throws out the idea that every part needs to be specifically for an airplane. See that little blue box on the lower left hand side of the engine? It is an electronic ignition module from a chainsaw. The recoil starter is what you would find on a typical lawnmower but with the tabs to hold it on moved outwards a hair to match the motor. Covering material is for greenhouses and applied like model airplane covering film. So when are you gonna get cracking at the DA2A? i'd love to see the look on a hackerspaces groups faces when you tell them you are building an airplane.
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Jul 14, 2012 14:51
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Cruise not so much. Full power level flight with the biplanes got me around 43-45 mph, new props I was doing over 50 in level flight. Biggest change was in the takeoff. Normally you apply full power and wait for the tail to come up. Now you apply full power and the tail comes up instantly. I have a GoPro in the mail so I'll have some video for you guys soon.
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Jul 14, 2012 20:39
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Colonel K posted:Glad to see there is some improvement. How did you get on drilling the props? The local flying guys pointed me in the direction of a retired machinist who does some gunsmithing. He has worked with carbon fibre and had no trouble. Good luck with the build Nerobro.
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Jul 16, 2012 01:43
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I seem to recall reading about a replica of the wright flyer that was using a CB750 engine and a chain to drive the twin props. Probably not used simply because it is just not an aircraft engine. People really like there archaic fixed ignition timing and ice prone carbs. I am really hoping that the electric conversion for mine ends up being remotely affordable. Took some inflight video today. I'll upload it later but for now here is a short tour. https://www.youtube.com/watch?v=U8cKgzMvn8I
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Jul 29, 2012 23:56
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It has a pair of throttle levers on the left hand side. They look like they are from a lawnmower or something but they do the job. Here is a short inflight video it will take a while to be ready. http://youtu.be/7-aibc4Q_RQ helno fucked around with this message at 02:33 on Aug 1, 2012 |
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Jul 30, 2012 01:15
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Well after struggling for a while to get the file size down enough to get this up on youtube here is some inflight footage. http://youtu.be/7-aibc4Q_RQ
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Aug 1, 2012 02:35
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Right now crosswinds are not an issue because the wheat has been cut so I have a huge square I can land on. I wont go if there is more than a 5 mph crosswind. Only because taxiing becomes very difficult and I dont want to drag a wingtip.
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Aug 1, 2012 22:01
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Here is a much longer inflight video. Part 1 http://youtu.be/B_RlLG8kWP8 Part 2 http://youtu.be/9eZqv63hGAk helno fucked around with this message at 11:33 on Aug 3, 2012 |
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Aug 3, 2012 02:29
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I carry that little bag for my documents, radio and a bit of 2 stroke oil. Being so close the wheels makes flare a pretty simple thing. Touchdown is incredibly light as it is and being able to so accurately judge how high you are helps alot. I'm still getting the videos ready but I shot a bunch of footage at the Ultralight pilots association flying this weekend. Won another flight in a door prize, this time it was a fleet finch. I flew down the the UPAC flyin and made it half way home before the winds got to strong. going 44 miles with a 20 mph ground speed is a losing proposition. Hopefully I will be able to pick it up tonight.
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Aug 21, 2012 21:26
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I was able to bring the plane home tonight, landed just after sunset. Here is the video I shot in the fleet finch. https://www.youtube.com/watch?v=2XBx5mblxi4 Still converting and uploading the rest.
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Aug 22, 2012 03:24
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Nerobro posted:I really like the fischer flying products airplanes. They are nice planes for the carpenters out there. My Uncle makes a few composite parts for them.
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Aug 23, 2012 22:03
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Changing your mind about the DA2A? Here are a couple of videos heading down to and then back from the convention. https://www.youtube.com/watch?v=qQC0ocKm0mI https://www.youtube.com/watch?v=njlz5tfLzqs This is Pete who I flew down with. https://www.youtube.com/watch?v=Ny_jOhyoFCw
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Aug 24, 2012 11:38
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Fixed the privacy issue. The wide angle lens of the Gopro really makes things look far apart. If you watch closely you will see Pete start going up and down, that would be him trying to take a picture of me and failing pretty badly at it.
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Aug 24, 2012 21:08
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The whole RV series is pretty slick. The guy who owns the airstrip I fly out of has an RV-6 in progress. Should be a hoot when he gets it going. I flew into another event tonight. The local COPA group was having a dinner at the municipal airport so I took the Lazair down. Hopefully the weather holds out for a bit longer. 
helno fucked around with this message at 22:35 on Sep 7, 2012 |
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Sep 7, 2012 01:51
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